Governor



' Deco 1,611,763 0. MELIN ET AL V GOVERNOR Filed Nov. 17, 1924 2 Sheets-Sheet 1.

III! 57 Patented ee 211, 1926.,

rr stars Ltth'itd ares OTTO MELIN AND LEANDEB, MEIJN, OF EIVIIGRANT, MONTANAa- GOVERNOR.-

A tpplication filed. November 17, 1924. Serial No. 756,458.

device which will control the opening and closing of the throttle of the engine according to the speed at which the engine is operating so that as the engine takes up a load and is reduced in speed the throttle will be proportionately opened so as to increase the power of the engine and cause it to come up to the predetermined rate of speed and carry the load.

I An important feature of the invention is to provide a governor of this type with means for effecting the quick opening of the throttle upon a gradual reduction in the speed of the engine, so that the speed of the engine may be quickly raised to normal and thus the engine may maintain a definite rate of speed within practical limits as the load is placed on or moved from the engine.

A further object of the invention is to provide a compound governor one in the form of a centrifugally operated clutch adapted to grip and release a secondary governor which is connected directly to the throttle; the centrifugal clutch member being arranged to pick up the governor device when the engine shaft is rotated at a predetermined rate of speedand to carry the governor device or member with the engine'as it increases in speed to gradually close the throttle and preventan over-racing ofthe engine beyond the predetermined speed.

The centrifugal clutch member is adapted to release the governor member when the engine is reduced in speed so that the governor member is free to be stopped abruptly by braking device also controlled by the centrifugal clutch member,

The invention still further aims at the provision of a relatively simply constructed device embodying the characteristics of the clutch governor and a throttle governor withmeans controllable by the clutch governor for suddenly slackening the speed of rotation of the throttle governor as the clutch governor is radually reduced in speed. With the foregoing and other objects in view the invention will be more fully described hereinafter, and will be more particularly pointed out in the claims appended hereto.

In the drawings, wherein like symbols refer to like or corresponding parts throughout the several VlGWS,

Figure 1 is a side elevation of a compound governor constructed according to the present invention, the throttle lever being broken away and illustrated somewhat diagrammatically. I

Figure 2 is a transverse section through the lower or clutch governor member taken substantially on the line 2- 2 of Figure/L1 and looking upwardly in the 'direction in dicated by the arrow. and v Figure 3 is a similar view taken substantially on the line 3 -3 of Figure 1 and looking downwardly in the direction indicated by the arrow.

Referring to the drawings designates an engine shaft which may be directly or indirectly connected with the'mainshaftfof the engine so as to be driven thereby at a predetermined proportionate speed. Mount-- ed on the shaft 10 is a clutch governor, the same comprising a head 11 fixed upon the upper end of shaft 10 and adapted to turn therewith. I

This head 11 is provided at suitable equidistantly spaced apart points such as at diametrically opposed points as shown in Figures 1 and 2, with pairs of ears 12 between which are pivoted the upper angled ends 13 of weight arms 14, the latter extending downwardly at opposite sides of the shaft 10 and spaced therefrom. V The angled portions 13 of the weight arms are mounted on pivots 15 which pass through the cars 12 and which pivotally. support the weight arms with their outer upturned ends projecting above the head 11; Supported upon the upper extremities of. the angled ends 13 of the weight arms is a movable clutch disc 16 adapted to be raised andlowered-by the weight arms as they are Iswung upon the pivots 15, and so arranged as to be lifted when the lower ends of the weight armsl t are swung outwardly.

Weights 17 are mounted on the lower ends of the arms 14: and are adapted to swing outwardly from the opposite sides of the shaft 10 by centrifugal force-as the shaft 10 is rotated sufficiently to exert force and a spring 18 of desired tension is connected at opposite ends to pivots 19 on the weights 1? for normally urging the weights-17 toward each other and toward the opposite sidesof the shaft 10.

of the sleeve 20 are raised above the horizontal plane of the pivots 19, so that the links 22 are swung toward each other at their lower ends as the weights 17 fall toward ,one another. As the weights 17 diverge the sleeve 20 is moved downwardly on the shaft 10.

The lower end of the sleeve 20 is provided with a collar 23 which carries a flange or shoulder 24 adapted to work against the forked end of a brake lever 25. The lever 25 is pivoted at 26 to a suitable fixed support 27, and the brake lever 25 is connected at a point 28 spaced from its pivot 26 to a link 29 which extends upwardly a suitable distance and is pivoted to the intermediate portion 30 of a brake shoe 31. The brake shoe 31 is pivoted at 32 upon the support 27 i and a spring 33 has its lower end attached to the brake shoe 31 fornormally urging it and the parts connected thereto upwardly. The spring 33 has an adjusting screw upon its upper end which passes through a brake arm 35 outstanding from the support 27 for adjusting the tension of the spring 13. The shoe portion 36 of the brake shoe 31 extends downwardly and faces toward the movable clutch member 16.

Coaxially disposed above the engine shaft 10 is a supporting shaft 37 upon which is rotatably mounted a governor base 38 provided upon its under side with a clutch disc 39 adapted to cooperate with the clutch disc 16 for interconnecting the head 11 with the throttle governor mounted on the shaft 37. The base 38 and the clutch disc 39 are preferably of the same diameter, and both are preferably of greater diameter than the clutch disc 16 and are adapted to engage the brake shoe 36 when the latter is urged upwardly and inwardly by the spring 23 as shown'in Figure 1.

The governor base 38 carries upstanding lugs 40 through which are secured pivots 41 carrying weight arms 42 upon the free ends of which weights 43 are mounted. The weights 43 are normally urged toward each other by a spring 44' and the spring 44 serves as a check upon the outward swinging of the weights 43 when the throttle governor is rotated. The shaft 37 carries a sleeve 44 to which the throttle lever 45 is pivoted, the throttle 45 being pivoted at 46, so as to operate the outer end of the throttle left in the desired direction for closing the throttle as the speed of the throttle governor increases-and for opening the throttle as the speed of the throttle governor is de- 7 creased. The sleeve 44 is connected by a link 47 to an arm 48 which extends from the pivot 41 at one side of the shaft 37, the other pivot 41 being connected in a similar manner by a link 47 to the other side of the sleeve 44 as shown in dotted lines in' Figure 1.

It is apparent therefore that as the throttle vgovernor increases in speed the weights 43 will move apart from each other against the tension of spring 44 and the arms 48 will lift the links 47 and slide the sleeve 44 upwardly to swing the throttle lever in one direction, such as in the direction to. close the throttle.

In View of the above it is thought that the operation of the device will be clearly understood for when the engine shaft 10 reaches a predetermined speed the weights 17 will. fly out from each other and push the clutch disc 16 up against the clutch disc 39 of the throttle governor, causing the two governors to turn as a unit and with the engine shaft 10. As the clutch governor is operated the sleeve 20 is moved downwardly to cause the brake lever 25 to swing downwardly and draw the brake shoe'36 away from the marginal edge of the throttle governor base 38 and its clutch disc 39. The two governors are therefore permitted to turn as a unit, so that the throttle lever 45 is moved to and fro as the speed of the engine shaft 10 changes. The throttlelever 45 may of course be adjusted inany suitable well known manner to open the throttle to a desired extent at maximum and reduced speeds of the engine shaft and the governors.

When a load is suddenly thrust upon the engine, the shaft 10 is reduced in speed ac cordingly and such reduction in speed causes the clutch governor to slaoken in its rotation and the weights 17 swing toward each other. This action causes the sleeve 20 to rise and at the same time permits the clutch disc 16 to fall away against its companion disc 39, releasing the throttle governor. As the throttle governor is released, the brake shoe 36 is brought into operation by its spring 33, so as to bear against the peripheral edge of the throttle governor base and 7 It is apparent that the compound gov-' ernor may be readily adjusted. The adjustment is effected by loosening or slackening the spring 33 through its adjusting nut 34 until the brake shoe 36 is disengaged and the clutch engaged. Then the throttle lever is adjusted until the motor is set to the desired speed. The spring 33 is now retightened upon the motor speeds slightly, at which time the spring 33 is moved back or slackened slightly until the motor runs at the throttle governor speed.

It is obvious that various changes and modifications may be made in the details of construction and design of the above specifically described embodiment of this invention Without departing from the spirit thereof, such changes and modifications being restricted only by the scope of the following claims.

l/Vhat is claimed is 1. A speed control device for engines comprising, means for normally maintaining the throttle valve of an engine in open position, means operable upon said first means for gradually closing said throttle valve by said first means and initiated by "he increase in speed of the engine to a predetermined speed, and means for checking the operation of said first means actuated upon the decrease of the speed of the engine below said predetermined speed for returning said throttle valve to normal open position.

2. A speed control device for engines comprising a governor for normally maintaining the throttle valve of an engine in open position, a speed responsive clutch operable upon said governor for gradually closing said throttle valve by the governor after the speed responslve device has lncreased 111 speed with the engine to a. predetermlned speed thereof, and brake means for checking v the operation of the governor and actuated upon the decrease of the speed of the engine below said predetermined speed for return ing said throttle valve tonormal open position,

3. A. speed control device for engines comprising a governor for normally maintaining the controlling element of an engine in full load position, a speed responsive clutch operable upon the governor for gradually changing the position of said controlling element of the engine to a partial load position and initiated by the increasing speed of the engine to a predetermined speed, and a brake operable by the speed responsive clutch for checking the operation of the governor upon the decrease or" the speed of the engine below said predetermined speed to return said controlling element of the engine to the full load position.

4. A speed control device for engines comprising a speed responsive clutch having a shaft to be turned by the engine and provided with a head, weight arms pivoted in te head and having angled upper ends, a clutch disc mounted on said ends of the weight arms, said weight arms adapted to swing outwardly by centrifugal force for lifting said clutch disc above the head, a governor disposed above said clutch disc for engagement thereby upon the swinging of the weight arms outwardly by centrifugal force initiated by a predetermined speed or" the engine said governor, connected to the throttle of the engine for maintaining the latter in open position when the governor is OTTO MELIN. LEANDER MELIN. 

